Variable-speed gearing.



Ew H0 9 1 7 V- 0 N D E T N E T A P G E M L VARIABLE SPEED GEARING.

APPLICATION FILED FEB: 12 1902- 6 SHEETS-SHEET 1.

No. 803.701. PATENTED NOV. 7, 1905. I L. ME'GY. VARIABLE SPEED GEARING.APPLICATION FILED FEB. 12 1902.

6 SHEETS-SHEET 2.

PA'TENTED NOV. 7, 1905.

5 SHEETS-SHEET 3.

nm. NM m m n Gw IEEL MM LEM Bu mm mm VA 'No. 808,701. I PATENTED NOV. 7,1905.

L. MEGY.

VARIABLE SPEED GEARING.

APPLICATION 211.21) FEB.12, 1902.

- 5 SHEETS-SHEET 4.

Fly]. Eyfl 'PATENTED NOV. 7; 1905.

6 SHEETS-SHEET 5.

L. MGY. VARIABLE SPEED GEARING. APPLICATION FILED FEB. 12, 1902 UNITEDSTATES LEANDRE MEGY, OF PARIS, FRANCE.

VARIABLE-SPEED GEARING.

Specification of Letters Patent.

Patented Nov. "7, 1 905.

Application filed February 12, 1902. $eria1 No. 93,769.

I0 all whom, it may concern.-

Be it known that I, LEANDRE MEGY, civil engineer, of 3 Rue Fournial.city of Paris, Hepublic of France, (same being his post-office address,)have invented new and useful Improvements in and Connected withVariable- Speed Gearing, which improvements are fully set forth in thefollowing specification.

The object of this invention is to enable all the operations connectedwith motor road-vehicles-that is to say, the starting, slackening,stopping, and backing and the change from a given rate of speed to aslower rateto be performed by means of a single working lever orhand-wheel, which is substantially the steering-lever, the changes inthe rate of speed, whether from a fast to a slower rate, or inversely,being, moreover, automatically promoted by the differences in theresistances encountered by the vehicle when left to itself. This objectis effected by means of a collection of mechanical devices, twocouplings or connecting-gears, one for starting, the other for backing,being actuated progressively and successively by conical spindles whenthe steering-wheel, which slides in its supporting-lever, is pushedforward or pulled backward, a series of gearings actuated by theprojections of an indented spindle and corresponding to the differentrates of speed being likewise operated in order to eifect the transitionfrom a high to a lower speed by pulling back the steering-wheel and forthe change from a low to a higher speed, according to the variableresistance offered by the ground, by an auxiliary regulator for themotor, the action of which can always be nullified by the action of thedirecting hand-wheel. In Figures 1 to 13 of the accompanying drawingsthis collection'of devices is shown as applied to a motor road-vehicle.

Fig. 1 is a general view of the vehicle shown diagrammatically and inelevation; Fig. 2, a general plan view of the mechanism with sectionthrough the axis of the coupling-boxes and coupling-sleeves. Fig. 3 is aside eleva tion of the box at the end of the indented spindle whichactuates the spindle by which alterations of speed are effected. Fig. 4is a section along the line I I in Fig. 2, taken transversely of theindented spindle and the slide carriage that slides over it; Fig. 5, avertical section of the same box through the axis of the indentedspindle. Fig. 6 is a horizontal section of the same likewise through theaxis. Fig. 7 is a horizontal section mentioned. with a pinion havingstraight teeth. These through the axis of the auxiliary regulator withplan of the box containing the indented spindle. Fig. 8 is a plan of thecam-shaft which actuates the spindles actuating the couplings by whichthe starting and backing are efiected. Fig. 9 is a side elevation ofthis shaft with the larger cam. Figs. 10 and 11 illustrate one of thecouplings in vertical and transverse section and in horizontal section.Figs. 12 and 13 show the arrangement by which the drivers hand-wheelactuates the indented spindle through which the changes of speed areeffected.

The motion of the shaft of the motor 1 is transmitted to the hollowshaft 2 by the toothwheels 3, 4, and 5, the last-mentioned wheel formingpart with the coupling-box 6 for the starting, the sleeve 7 of which,keyed to the shaft 2, is put into connection with the box when thesymmetrical pins 8, which press against the coupling-spring 9, areremoved by the projection 10 of a spindle 11, placed within the shaft 2and actuated as explained later on. The shaft 2, which in this casereceives the motion of the motor, has keyed to it a series ofsleeve-couplings 12, 13, 1 1, and 15, which are only put into gear withthe boxes 2O 21 22 23 by the springs 16, 17, 18, and 19 (which surroundthem) when the symmetrical pins 26 26 27 27 or the pins 28 28 29 29,some of which are omitted for the sake of clearness, are forced outwardby the conical projection 24 or 25. These cones are made integral with aspindle 30, capable of longitudinal displacement within the hollow shaft2 and under the influence of mechanism described farther on.

The coupling-boxes 20 21 22 23 are loose on their respective sleeves aslong as the corresponding cones of the spindle 30 have not brought,through the pins 28 29, the springs of these sleeves against the insidesof the last Each of these boxes forms part pinions 31 32 33 34:, whetherrotating or stationary, are constantly in engagement, respectively, withthe wheels 35 36 37 38, keyed to a shaft 39, parallel with the shaft 2.These wheels effect the alterations of speed,and their diameters, likethose of the pinions with which they engage, are so arranged that theactuating of the wheel 35 by the motor produces the lowest rate ofspeed, of the wheel 36 a higher, of the wheel 37 astill higher, and ofthe wheel 38 the maximum rate of speed. The speed of rotation thusimparted to the shaft 39 by one of the pinions is transmitted by asprocket- IIO chain running over a driving-wheel to a difi' erentialgearing of any kind (not shown in the drawings) and arranged on the backaxle. Finally, the sleeve 41 is loosely mounted on the shaft 39 andforms part with a cou pling-box 42, which is made integrally with atoothed wheel 43, actuated, through the medium of an idle pinion 44,which serves as re versing-gear, by a pinion 45, keyed to the sleeve,which forms an extension of the coupling-box 6 for the starting. Thecouplingsleeve 46, keyed to the shaft 39, is only actuated by the box42, as in the previous cases, when the cone 47 of the spindle 48 comesbetween the pins 49 49, which then cause the expansion of the spring 50.

From the foregoing and observing that, in the case of Fig. 2, theposition of the spindle 30 is that corresponding to the highest rate ofspeed, it will be understood that as long as the cone 10 remains betweenthe pins of the coupling for the starting the motion of the motor willbe transmitted to the shaft 2 and to the coupling-sleeves keyed to thatshaft and thatif the spindle 30 be pushed far enough in the direction ofthe arrow by any means whatever the cone 25 will remove from thehighest-speed coupling and enter the coupling 14 for the third rate ofspeed. If the spindle be pushed farther, the cone 25 will effect anuncoupling of the gearing for the third rate of speed, while the cone 24will effect the coupling of that for the second rate of speed. If thepushing be still continued, the cone 24 will disconnect the coupling forthe second rate of speed and connect that for the lowest rate of speed.It will likewise be understood that if by any arrangement whatever thecone 10 of the spindle 11 be removed from the starting-coupling and atthe same time the spindle 48 and its cone 47 are inserted in thereversing-coupling the shaft 2 will be stopped, the motion of the motorbeing directly transmitted, but in the reverse direction, to the shaft39 by the box 6 and the gearings 45 44 43, the effect of which will beto back the vehicle. Thus it now remains to describe the arrangementwhich acts automatically on the spindle 30 so as to produce the effectsjustreferred to, after which the arrangement for acting simultaneouslyon the spindles 11 and.

' 48 will be described, and finally the manner a greater or lesserdistance from the axis of.

rotation of the shaft 51. The motion of these bodies induces anoscillation of the square levers 54 54, which according to theparticular case cause the loosely-mounted sleeve 55 to slide outward orinward on the shaft 51, as also the collar 56, to which the lever 57,which oscillates around the fixed axis 58, is attached.

The other end of the lever 57 actuates the rod 59 longitudinally, and socauses an oscillation of the lever 60, which is keyed to the verticalshaft 61, Fig. 4, and consequently of the two counter-levers 62 62,mounted at an angle of one hundred and eighty degrees on the same shaft61.

It should be observed that the lever 59 can slide freely in theshoulder-abutment 60 of the lever 60. The oscillations of this lever areconsequently caused by the compression or expansion of the springs 5959, confined, respectively, between the ends of the lever and theabutment. The object of this arrangement is to render the action of theregulator easier and in certain cases, as will be explained later on, toenable the lever to be in-.

fluenced directly without deranging the regulater.

At the end of each of the counter-levers 62 62 is a boss 63 63, whichacts on a cylind rical slide 64 64, that enters an opening 65 65 in thebox 66, containing the indented spindle 67, which forms an extension ofand is attached to the spindle 30, which effects the changes of speed.

A spring 68, (or 68,) situated in a recess between the sides of theopening 65 and the slide 64, constantly acts in opposition to themovement of the slide in entering the box.

When the lever 60 oscillates in either direction under the action of theregulator, the slide 64 or 64 comes with its end in the path of asliding piece 69, (or 69,) moving in and carried by a sleeve 70, whichis reciprocated on the indented rod 67 by the connectingrods 7171,actuated by the fork 72 by means of a device that will be describedlater on.

The sliding pieces 69 69 (the one, 69, shown partly in section, theother, 69, in elevation, in Fig. 5) carry pins 73 73, which are pressedby springs 74 74, (the latter not shown,) confined between these pinsand the sides of their lodgments in the sliding pieces, against thepawls 75 75, capable of swinging around axes 76 76, held by their endsin the sleeve 70, which consequently carries them along in its regularreciprocating motion.

It follows that the pins 73 73, usually reciprocating with theslide-carriages 69 69 by the motion of the sleeve, can, nevertheless, bedisplaced on the pawls, which constantly take part in the motion of thissleeve when the slide 64 or the slide 64, entering, as has been stated,into the box 66 under the action of the regulator, stops the carriage 69or 69 a little before the end of its forward course, which is no longercarried along by the sleeve,

but slides on it freely up to the end of the forward half-oscillation,being, however, carried back with it, there being no hindrancein thisdirection during the return half-oscillation. The effect of thisdisplacement is that when the pin in consequence of its stopping thuspasses over the nose or projection of the corresponding pawl thisprojection 77 or 77' is forced into one of the upper notches 78 79 80 orlower notches 78 79 80. When, on the contrary, the slide-carriage nothaving been displaced, the pin acts on the back part of the pawl, thenose of the said pawl remains raised and the pawl slides over theindented spindle without displacing it. As shown in Fig. 5, thesenotches are arranged in such a manner that when the pawl 75 acts the rod67 is pushed in the direction of the arrow f, and when the lower pawl 75acts under the influence of the lower slide the r0d67 is pushed in thedirection of the arrow f.

The motion connected with the entrance or withdrawal of the rod 67 iscommunicated to the spindle 30 for changing the speed. This spindle, infact, forms an extension of the rod 67, to the end of which it isattached by aconnecting arrangement 81 of any kind which will allow ofits rotating on its own axis while controlled by the rod 67, which, aswill be seen, cannot be displaced except in the direction of its axis.

As to the oscillating motion of the sleeve 70, it is effected by meansof the following arrangement: The intermediate shaft 82, which carriesthe tooth-wheel 4, is extended by an endless screw 83, which actuatesatooth-wheel 84, mounted on a shaft 85, carrying at one of its ends aplate 86, which it rotates. To this platea rod 87 is attached, which, bymeans of the lever 88, shaft 89, and forked counterlever 72, imparts tothe sleeve the reciprocating motion mentioned above through the mediumof the connecting-rods 71. It will be seen that the speed of thismotion, which lasts as long as the motor is acting, depends entirelyupon the speed of the intermediate shaft 82, which in turn depends uponthat of motor 1.

From what is stated above and by referring to Figs. 2, 5, and 7 theeffect on the spindle 30 of the automatic action which produces thechange of speed necessitated by the variations in the resistancesencountered by the vehicle will be understood. Supposing, in fact, thatthe vehicle, which is moving, has just taken up the first rate of speed(this is the case in Fig. 5) and an equilibrium has been establishedbetween the resistance of the ground and the power of the motor, thisstate of things implies the putting of the couplings 12 20 into actionand the insertion of the cone 24: between the pins of this coupling, thenotch 80 is at the height of the starting-point for the pawl which doesnot act on it, the lever 60 having its normal position perpendicularlyto the axis of the indented rod. If at this moment the vehicle should betraveling downhill or for any reason the resistance should bediminished, the speed of the motor will increase, the radial bodies 5252' will move away from the axis of rotation, and the lever 60, aspreviously explained, will incline in the direction of the arrow, Fig.7. The lower slide 64 engages in the box 66, stops, at the end of thesecond forward oscillation, the slide-carriage 69 and its pin 73, which,passing from the back part of the pawl 75 to the front part 77, forcesit during the return half-oscillation into the notch 80. The indentedrod and the spindle 80 are consequently carried in the direction of thearrow f to the extent represented by a half-oscillation. The cone 24 ofthe spindle, carried along to an equivalent extent in the samedirection, disconnects the slow-rate coupling and connects thethird-speed coupling. (The distance between the indentations, alwaysshorter than the stroke of the sleeve 7 O, is so calculated that theadvance of the pawl to the extent of one notch corresponds to theengagement of one of the cones 24 25 in a higher-rate-speed coupling.)If this increase of speed is sufficient for reestablishing theequilibrium between the power and the resistance, the regulator willreturn toits normal position, returning the lever 60, the slide 64 willbe withdrawn from the path of the slide-carriage, which has been broughtback to its normal position by striking against the bottom of the box 66at the end of the last return oscillation, will have replaced the pin 73on the back part of the pawl 75', and consequently will raise this pawl.The thirdrate-of-speed coupling will thus remain in position,reestablishing to this rate of speed an exact equilibrium between thepower and the resistance. If, on the contrary, the excessive speed ofthe motor continues or increases and the bodies 52 52 remain in theirnew position or are forced farther apart, the slide 64' and theslide-carriage 69 impart to the pawl 75 by engagement with theindentations 79 a fresh push of the indented rod, and so on until theindentations are exhausted, if the excessive speed of the machineincreases or continues. If, all the indentations having been exhausted,the motor continues at the excessive speed which has caused thesuccessive advancement of the rod 67, the governor of the motor (notshown) will come into action and limit the speed to its highest normalrate. If at this moment, and contrarily to what has just been supposed,the resistance to the running of the vehicle increases owing to anascent or any other cause, the normal work of the motor being inferiorto the increased resistance, the speed of the said motor shoulddiminish. The bodies 52 52 leave their actual position and come nearertogether, acting in the contrary sense to that in which they acted justpreviously, and this time, through the upper slide 64 and the other pawl75, will act on the couplings of successively-decreasing speed until theregulator has resumed its normal speed. If it fails to do so, theresistance must be greater than the power and the motor will be broughtto a standstill.

It will be clearly seen that when one of the pawls acts on one of thesides of the indented rod the nose-of the other pawl is raised and doesnot act on the opposite side.

It now remains, in referring to the general views, Figs. 1 and 2, and tothe detailed views, Figs. 8 and 9, to consider how the couplingspindlesfor the starting and backing can be operated as desired by means of thedrivers hand-wheel 90. The steering movement is first effected throughthis hand-wheel and the rod 91, which supports it, by imparting anangular rotatory motion from right to left and inversely to the tube 92,to the lower end of which the pinion 93 is keyed, which engages with therack 94, acting on the fore wheels of the vehicle. The transmission ofthis angular motion from the rod to the tube 92 is effected through themedium of a pin 95, fixed to the rod 91 and sliding freely in twodiametrically opposite grooves formed in the tube. By pulling up thesteering-wheelthat is to say, by pulling it toward him the driverimparts a movement of penetration to the spindle 11 of thestarting-coupling through the medium of the rod 91, which in beingrectilineally displaced carries along the lever 96 and causes, throughthe connecting-rod 97 and the lever 98, a rotation of the shaft 99. Onthe other end of this shaft there is keyed a lever 98', which throughthe connecting-rod 98", linked to the rack 100, actuates the pinion 101,Fig. 8, and consequently causes a rotary motion of the cam-shaft 102.The first effect of' this motion is that by means of the cam 103 thelever 104:. which turns around the fixed point 105, makes the spindle 11enter farther in the coupling against the action of the spring 106,which tends to keep the cone 10 between the pins 8. The coupling 6 7 isthus completely disconnected. The second effect of this motion is thatthrough the passage of the cam 107 behind the roller of the lever 108,which turns around the fixed point 109 and is linked, on the other hand,to the end of the conical spindle 17, this spindle enters the coupling42 to 46 for reversing the motion of the vehicle against the action ofthe spring 17.

The efiects of the insertion of the spindle are successive, so that atthe first displacement a partial disconnection of the starting-couplingand acorresponding slowing of the vehicle is produced. By continuing theinsertion of the spindle the first coupling for starting iscompletely'disconnected and the reversingcoupling is brought into play,which dimin- The coupling-cam 107 for the running backward of thevehicle in moving away disengages the coupling, and the backwardmovement ceases. Then comes the turn of the coupling for the forwardmovement, the spring 9 employed in connection with which expandsprogressively in proportion as the cam moves away and the coupling actsgradually. The vehicle starts gently and quickly resumes the speedcorresponding to the resistance of the ground.

The preceding explanations show that the direction, stopping at will,and the backward motion are all exclusivelydependent upon the operatinghand-wheel.

Elsewhere we have shown how the changes of speed were effectedautomatically under the action of the motor.

WVe will now show how upon the hand-wheel being pulled toward thedriver, acting thus on the starting-coupling in order to produce aslackening effect, the couplings for the changes of speed are actuatedat the same time. Those couplings, as stated, are influenced by thedisplacing of the spindle 30, and these displacements effected by theregulator are transmitted by the oscillations of the lever 60. Thislever may be actuated directly by the hand-wheel, but in one directiononly. -The arrangement by means of which this connection is effected isshown in Figs. 12 and 13 in end view and side elevation. To the frame110 a suspended chair 111 is fixed, by which the displacements of alever 112, carrying a cam 113, are guided. This lever slides in front ofthe lever 60. It is attached by one' of its ends to a connecting-rod114, which is linked to a lever 115, keyed to the shaft 99. It will thusbe easily seen, as well in Figs. 12 and 13 as in Fig. 7, that at everymovement of the shaft 99 in the direc tion of the arrow a motioncorresponding to the tractional action of the hand-wheel there will be acorrespondingdownward movement of the cam 113, which, putting the lever60 aside, will force in the slide 64, causing the spindle, as explained,to change a given speed for a slower one. The slackeninginduced by theprogressive disconnection of the coupling for the starting is thus madeto correspond with the changes of speed, and as the cam 113 is arrangedso that the transition to the coupling for the lowest rate of speedcorresponds with the disconnection of the coupling for the starting itfollows that when it starts again the vehicle will always go ahead atthe minimum speed.

The advantages of the collection of devices just described are due inthe first place to the use in connection with the changes of speed andthe starting and reversing gears of the becomes sharper.

described couplings, which render all the movements of the vehicle easyand gradual, a result which could not be secured without theirassistance. In the second place they enable the vehicle to be putautomatically at the requisite speed, allowing the motor to furnish themaximum work corresponding to the 1 sum of the variable resistance ofthe road; but, a very important point, they prevent the driver eitherthrough inattention or inexperience from putting his vehicle at agreater speed than that at which the motor can act according to thestate of the road. Whether he be a novice or a man of experience thedriver will not need to trouble himself in regard to a change of speed.The motor itself will push the spindle for this purposeinto the couplingfor the greatest speed at which it can work; but if the driver is unableto go beyond this extreme limit we have seen that by simply pullingtoward him the hand-wheel he can run successively through all the lowerrates of speed until a stoppage is effected and even until the vehicleis run backward, like a rider who pulls the reins of his mount slightlyand gradually when wishing to check or stop him, and we have seen thatthis action is exercised simultaneously on the speed-change gearings andon the starting-coupling. A remarkable effect of this arrangement isthat with a vehicle furnished with these changeof-speed gearings orcoupling it is possible to descend a sharp incline at a low rate ofspeed, lower than that of the gear of minimum speed, and diminishing asthe incline In order to effect this, it is only necessary, the vehiclehaving reached the top of this ascent at any rate of speed, for thedriver to pull the hand-wheel toward him until a stoppage is effected.In this way he disconnects the starting-coupling without connecting thereversing-coupling, and consequently releases the two shafts 2 and 39;but as the vehicle starts rapidly down the incline the vehicle-wheels,to which motion has before been imparted to propel the vehicle, now actto impart motion to shaft 39, which in turn, through slow-speed gears 35and 31, sleeve-coupling 12, and box 20, by reason of reversal of thedriving direction, imparts a very rapid rotation to shaft 2, such thatunder the action of centrifugal force the pins 27, 28, 29, and 8 willfly out and the springs 17, 18, 19, and 9 will be pressed against theirrespective boxes with frictional engagement; tending to rotate saidboxes at the same rate of speed as shaft 2; but it is impossible forboxes 21, 22, and 23 to rotate at the speed imparted to shaft 2 by shaft39 through gears 35 and 31, because the proportionate sizes of gears 39and 36, connecting box 21 with shaft 39, difier from the proportionatesizes of gears 35 and 31, the same being furthermore true of gears 33and 37 and 34 and 38. It will therefore be seen that the tendency of thefric- .ment of spring 9 with box 6.

Having now fully described and ascertained the nature of my saidinvention and in what manner the same is to be performed, I declare thatwhat I claim is 1. In a motor road-vehicle, driving mechanism therefor;a plurality of gearings for imparting different speeds respectively tothe vehicle; motor-driven means for throwing the gearings intooperation; and means automatically operated by changes in the speed ofthe driving mechanism for controlling the action of the motor-drivenmeans in throwing the gearings into operation.

2. In amotor road-vehicle, driving mechanism therefor; a plurality ofgearings for imparting different speeds respectively to the vehicle;motor-driven means for throwing the gearings intooperation; andcentrifugalmechanism driven by the driving mechanism and operating bycentrifugal force to automatically control the action of themotor-driven means in throwing the gearings into operation.

3. In a motor road-vehicle, driving mechanism therefor; a plurality ofgearings each for imparting a different speed from the driving mechanismto the vehicle; controlling means for throwing said gearings intooperation; motor-driven means for actuating said gearing-controllingmeans; connections through which the motor-driven actuating meansoperate the gearing-controlling means to throw a higher or a lower speedgearing into action; and means automatically operated by changes in thespeed of the driving mechanism for throwing said connections into andout of operation.

4:. In amotor road-vehicle, driving mechanism therefor; a plurality ofgearings each for imparting a different speed from the driving mechanismto the vehicle; controlling means for throwing said gearings intooperation; motor-driven means for actuating said gearing-controllingmeans; connections through which the motor-driven actuating meansoperate the gearing-controlling means to throw a higher or a lower speedgearing into action; and centrifugal mechanism driven by the drivingmechanism andoperating by centrifugal force to automatically throw saidconnections into and out of operation.

5. In amotor road-vehicle, driving mechanism therefor; a plurality ofgearings each for imparting a different speed from the driving mechanismto the vehicle; controlling means for throwing said gearings intooperation; continuously-operating motor-driven means for actuating saidgearing-controlling means; connections through which the motor-drivenactuating means operate the gearing-controlling means to throw a higheror a lower speed gearing into action; and means automatically operatedby changes in the speed of the driving mechanism for intermittentlythrowing said connections into operation.

6. In a motor road-vehicle, driving mechanism therefor; a plurality ofgearings each for imparting a different speed from the driving mechanismto the vehicle; controlling means for throwing said gearings intooperation comprisinga toothed rod; a sleeve about said rod; connectionsfor continuously oscillating said sleeve from the driving mechanism; twopawls mounted on the sleeve adapted to engage the teeth on the rod toimpart movement thereto in opposite directions respectively; movablestops for throwing the pawls into position to engage the teeth on therod to move .the latter with the sleeve; and centrifugal mechanismdriven by the driving mechanism and acting by centrifugal force toautomatically move said stops into and out of their active positions.

7. In a motor road-vehicle, driving mechanism therefor; a plurality ofgearings each for imparting a different speed from the driving mechanismto the vehicle; controlling means for throwing said gearings intooperation comprising a toothed rod, a sleeve about said rod, connectionsfor continuously oscillating said sleeve from the driving mechanism, twopawls mounted on the sleeve adapted to engage the teeth on the rod toimpart movement thereto in opposite directions respectively, movablestops for throwing the pawls into position to engage the teeth on therod to move the latter'with the sleeve; centrifugal mechanism driven bythe driving mechanism and acting by centrifugal force to automaticallymove said stops into and out of their active positions; and meanscontrolled by the operator for moving one of said stops into activeposition independently of the action of the centrifugal mechanism tocause the corresponding pawl to move the rod to throw a higher-speedgearing out of operation and a lower-speed gearing into operation.

8. In a motor road-vehicle, driving mechanism therefor; a plurality ofgearings for imparting different speeds respectively from the drivingmechanism to the vehicle; a clutch for connecting the driving mechanismwith and disconnecting it from the gearings; means under control of theoperator for throwing said clutch to its inactive position'and forsimultaneously causing the lowest-speed gearing to be thrown intoaction.

9. In a motor road-vehicle, driving mechanism, a driving-shaft fromwhich the vehicle is driven, a clutch-shaft adapted to be connected toand disconnected from the driving mechanism at the will of the operator,a plurality of gearings each for imparting adifferent speed from saidclutch-shaft to the driving-shaft and each comprising a gear-wheel looseon the clutch-shaft when the corresponding gearing is inactive,friction-clutches on the clutch-shaft one for connecting each gearwheelto said shaft each clutch comprising outwardly or radially movablemembers for forcing the friction-surfaces into contact, and means forforcing said members outwardly to throw any clutch and the correspondinggearing into action.

10. In a motor road-vehicle, driving mechanism, a driving-shaft fromwhich the vehicle is driven, a clutch-shaft adapted to be connected toand disconnected from the driving mechanism at the will of the operator,a plurality of gearings each for imparting a different speed from saidelutch-shaft to the driving-shaft and each comprising a gear-wheel faston the driving-shaft with a gear-wheel loose on the clutch-shaft whenthe corresponding gearing is inactive, friction-clutches on theclutchshaft one for connecting each clutch-shaft gear-wheel to saidshaft, frictionclutches on the clutch-shaft one for connecting eachgear-wheel to said shaft each clutch comprising outwardly or radiallymovable members for forcing the friction-su rfaces into contact, andmeans for forcing said members outwardly to throw any clutch and thecorresponding gearing into action.

11. In amotor-vehicle, the combination with driving mechanism therefor;of connections from said driving mechanism for imparting forward orbackward movements to the vehicle, and means for decreasing the speed ofthe vehicle all under control of a single operating device accessible tothe operator; and automatically-operating means for varying the speed ofthe vehicle.

12. In a motor road-vehicle, driving mechanism therefor; a plurality ofgearings each for imparting a different speed of forward movement fromthe driving mechanism to the vehicle; gearing for imparting backwardmovement from the driving mechanism to the vehicle; friction -clutchesone between the driving mechanism and the forward-movement gearings andanother between said mechanism and the backward-movement gearing; acontrolling device accessible to the operator; and connections actuatedupon progressive movement of said controlling device in one directionfor bringing the forward-movement gearings successively into operationuntil the lowest-speed gearing is reached, and then throwing the clutchto the forward-movement gearings out of operation and the clutch to thebackward-movement gearing into operation.

13. In a motor road-vehicle, driving mechanism therefor; a driving-shaftfrom which the vehicle is driven, a clutch-shaft, a plurality ofgearings each for imparting a different speed of movement from saidclutch-shaft to the driving-shaft and each comprising a gear-wheel onthe clutch-shaft, clutches one for connecting each gear-Wheel to theshaft, a clutch for connecting the driving mechanism with saidclutch-shaft; a controlling device accessible to the operator andconnections actuated upon progressive movement of said controllingdevice in one direction for bringing the gearings successively intooperation until the lowest-speed gearing is reached and for thenoperating the clutch for disconnecting the driving mechanism from thegearings.

14:. In a motor road-vehicle, driving mechanism, a driving-shaft fromwhich the vehicle is driven, an intermediate shaft. a plurality ofgearings each for imparting a different speed of rotation from saidintermediate shaft to ing witnesses.

LEANDRE MEGY.

Witnesses:

DoUMn CAsALoNGA, EDWARD P. MAcLEAN.

